US8794398B2 - Brake disc for railway vehicle - Google Patents

Brake disc for railway vehicle Download PDF

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Publication number
US8794398B2
US8794398B2 US13/110,325 US201113110325A US8794398B2 US 8794398 B2 US8794398 B2 US 8794398B2 US 201113110325 A US201113110325 A US 201113110325A US 8794398 B2 US8794398 B2 US 8794398B2
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Prior art keywords
rib
brake disc
wheel
plate portion
slit
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US13/110,325
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US20110214950A1 (en
Inventor
Takahiro Fujimoto
Kazutaka Asabe
Takanori Kato
Hiroshi Nogami
Hirotoshi Kawabe
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Nippon Steel Corp
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Nippon Steel and Sumitomo Metal Corp
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Application filed by Nippon Steel and Sumitomo Metal Corp filed Critical Nippon Steel and Sumitomo Metal Corp
Assigned to SUMITOMO METAL INDUSTRIES, LTD. reassignment SUMITOMO METAL INDUSTRIES, LTD. ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: ASABE, KAZUTAKA, FUJIMOTO, TAKAHIRO, KATO, TAKANORI, KAWABE, HIROTOSHI, NOGAMI, HIROSHI
Publication of US20110214950A1 publication Critical patent/US20110214950A1/en
Assigned to NIPPON STEEL & SUMITOMO METAL CORPORATION reassignment NIPPON STEEL & SUMITOMO METAL CORPORATION MERGER (SEE DOCUMENT FOR DETAILS). Assignors: SUMITOMO METAL INDUSTRIES, LTD.
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H1/00—Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
    • B61H5/00—Applications or arrangements of brakes with substantially radial braking surfaces pressed together in axial direction, e.g. disc brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/0006—Noise or vibration control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/123—Discs; Drums for disc brakes comprising an annular disc secured to a hub member; Discs characterised by means for mounting
    • F16D65/124—Discs; Drums for disc brakes comprising an annular disc secured to a hub member; Discs characterised by means for mounting adapted for mounting on the wheel of a railway vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D2065/13—Parts or details of discs or drums
    • F16D2065/1304—Structure
    • F16D2065/1332—Structure external ribs, e.g. for cooling or reinforcement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D2065/13—Parts or details of discs or drums
    • F16D2065/134—Connection
    • F16D2065/138—Connection to wheel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D2065/13—Parts or details of discs or drums
    • F16D2065/134—Connection
    • F16D2065/1392—Connection elements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/128—Discs; Drums for disc brakes characterised by means for cooling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/78—Features relating to cooling
    • F16D65/84—Features relating to cooling for disc brakes
    • F16D65/847—Features relating to cooling for disc brakes with open cooling system, e.g. cooled by air

Definitions

  • the present invention relates to a brake disc for a railway vehicle in which a plate portion serving as frictional surface is fixed to a wheel.
  • the present invention relates to a brake disc for a railway vehicle which enables the deformation to be caused by frictional heat during braking to be suppressed.
  • the disc brake is a device which obtains a braking force by friction between a brake disc and a brake lining.
  • a braking force is generated by pushing a brake lining against a frictional surface of a ring-shaped brake disc which is fixed to an axle or a wheel with bolts. With the braking force, the rotation of the axle or wheel is regulated to control the vehicle speed.
  • Super high-speed railway vehicles such as the Shinkansen have been further improved in speed and an operation thereof at a speed exceeding 300 km per hour is demanded.
  • reduction of vehicle weight is necessary, and a brake disc in which a plate portion serving as a frictional surface is directly fixed to a wheel is suited. This is because this frictional-surface-fixed-type brake disc does not need a devoted part that solely serves for the fixing and therefore it is possible to attain the reduction of weight, in comparison with the conventional inner periphery fixing type brake disc.
  • Patent Literature 1 In the conventional frictional-surface-fixed-type brake disc, for the purpose of suppressing deformation such as warpage caused by frictional heat during braking, a concave portion to be closely fitted with a convex portion formed on a member to be fixed (e.g., wheel) is formed on the brake disc surface for fixing (Patent Literature 1).
  • Patent Literature 2 There have been conventional frictional-surface-fixed-type brake discs for which a total volume ratio between fixing parts and counter portions to be fixed is prescribed (Patent Literature 2).
  • the brake disc rotates at high speed together with the associated wheel. With this rotation, the air around the brake disc is sucked in from the inner periphery side and is discharged to the outer periphery side. Consequently, a high-speed air flow occurs on the back side of the brake disc.
  • the air flow plays an important role for cooling the brake disc, but in such a high-speed range as exceeding 300 km per hour, the high-speed air flow not only cools the brake disc but also generates noise, which is called “aerodynamic noise.”
  • FIG. 10 The present applicants have proposed such brake disc 1 as shown in FIG. 10 in which ribs 1 c interconnected circumferentially are provided in spaces defined by the back side of a plate portion 1 a and fins 1 b , both being constituents of the brake disc 1 , and a plate portion 2 a of wheel 2 , to minimize a total opening area in a circumferential direction (Patent Literature 3).
  • numeral “ 1 d ” denotes a gap between a tip of each rib 1 c and the plate portion 2 a of the wheel 2 , the tip of rib being configured so as to generate the gap.
  • Numeral “ 2 b ” denotes a rim portion of the wheel 2 .
  • Numeral “ 2 c ” denotes a boss portion of the wheel 2
  • numeral “ 3 a ” denotes a bolt for fixing the brake disc 1
  • numeral “ 3 b ” denotes a nut for fixing the brake disc 1 .
  • Patent Literature 1 Japanese Patent Application Publication No. 2001-311441
  • Patent Literature 2 Japanese Patent Application Publication No. 2005-321091
  • Patent Literature 3 Japanese Patent Application Publication No. 2007-205428
  • Patent Literature 3 For reducing the aerodynamic noise, as is disclosed in Patent Literature 3, it is effective to reduce the total opening area provided on the back side of the brake disc.
  • the present inventors have made various experiments and analyses, envisioning a high-speed traveling condition as exceeding 300 km per hour, for a wheel equipped with a frictional-surface-fixed-type brake disc, in addition to the above finding.
  • FIG. 3 is an example of results of the experiments and analyses conducted by the present inventors, showing the relations of the total area of openings left in spaces having ribs to the aerodynamic noise level obtained by the experiments, and to the amount of passing air obtained by the analyses.
  • the opening area refers to the area of opening which is identified when seen from the inner periphery side of the brake disc, in the spaces each of which is defined by the back side of the plate portion of the brake disc, fins and ribs disposed on the back side thereof, and the wheel plate portion, when the brake disc and wheel are fixed.
  • the total opening area refers to the total area of added openings in spaces in a circumferential direction relevant to the passing air.
  • the smaller total opening area permits the lower aerodynamic noise, more specifically, the aerodynamic noise can be reduced as the total opening area becomes smaller, for example, from 10000 mm 2 or less to 7000 mm 2 or less and further to 5000 mm 2 or less, and that there occurs almost no change in the amount of decrease in the aerodynamic noise in case of 3000 mm 2 or less in terms of a total opening area.
  • the smaller total opening area permits the smaller amount of passing air as well as an expected amount of decrease of aerodynamic noise. From these results it is evident that the amount of decrease of the aerodynamic noise can be evaluated by calculating the amount of passing air with use of fluid analysis.
  • FIG. 3 The results shown in FIG. 3 have been obtained by using a rolling noise testing rig shown in FIG. 4 and by installing and testing, on the rolling noise testing rig, a wheel 2 (wheel dia.: 860 mm) equipped with a brake disc 1 shown in after-mentioned FIG. 1 .
  • the rolling noise testing rig has such a configuration as shown in FIG. 4 , in which a wheel 2 to be tested is supported rotatably by bearings 4 and is pushed against a rail-profile wheel 6 with a hydraulic jack 5 , and then the rail-profile wheel 6 is rotated with a motor 7 to thereby rotate the wheel 2 .
  • the speed is expressed in terms of a peripheral speed of the rail-profile wheel 6 and is determined from both the number of revolutions of the motor 7 and the diameter (910 mm in the present example) of the rail-profile wheel 6 .
  • the peripheral speed is 300 km/h.
  • a precision sound level meter 8 was set at a distance of 300 mm away from the wheel 2 to measure noise generated from the wheel 2 during rotation.
  • the weighting of the precision sound level meter 8 was FLAT (in a condition not applying weighting) and dynamic characteristics were FAST. Further, a noise level when the opening was completely closed was subtracted from the noise level of the wheel equipped with the brake disc and the result was used as an aerodynamic noise level.
  • the testing speeds were set each at an interval of 10 km/h between 200 to 360 km/h in terms of a peripheral speed of the rail-profile wheel 6 .
  • frequency analysis was made by fast Fourier transform with use of a frequency analyzer 9 and “A” characteristic weighting (see FIG. 5 ) was applied, followed by 1 ⁇ 3 octave band processing, and both frequency characteristic and overall value were evaluated.
  • the brake disc for a railway vehicle according to the present invention has been accomplished on the basis of the above-mentioned findings, and is a frictional-surface-fixed-type brake disc for a railway vehicle.
  • the brake disc for a railway vehicle according to the present invention includes a ring-shaped plate portion with a front side serving as a frictional surface, and a plurality of projected fins disposed radially on the back side of the plate portion, the plate portion being fixed to a wheel, wherein a rib is provided between adjacent fins, and at a circumferentially intermediate position in the rib, a slit is radially provided with a depth in a direction from a wheel-side end portion of the rib toward the back side of the plate portion.
  • a slit is provided with a depth in a direction from a wheel-side end portion of the rib toward the back side of the plate portion, deformation caused by frictional heat can be effectively suppressed even in a frictional-surface-fixed-type brake disc.
  • FIG. 1 is a diagram showing a principal portion of a brake disc for a railway vehicle according to the present invention in case of a depth ratio (L 1 /L 2 ) of a slit provided in each rib being 1, in which FIG. 1A is a plan view of a quadrant portion, FIG. 1B is a sectional view of a semicircular portion, and FIG. 1C is a sectional development view taken from A-A in FIG. 1A .
  • FIG. 2 is a diagram showing a principal portion of a brake disc for a railway vehicle according to the present invention in case of a depth ratio (L 1 /L 2 ) of a slit provided in each rib being less than 1, in which FIG. 2A is a plan view of a quadrant portion, FIG. 2B is a sectional view of a semicircular portion, and FIG. 2C is a sectional development view taken from A-A in FIG. 2 A.
  • FIG. 3 is a diagram showing the relations of a total area of openings formed in spaces to aerodynamic noise levels obtained experimentally and to the amounts of passing air obtained analytically.
  • FIG. 4 is a diagram explaining an outline of a rolling noise testing rig.
  • FIG. 5 is a diagram showing an “A” characteristic weighting curve.
  • FIG. 6 is a diagram showing the relation of a center frequency to noise level during traveling at a speed of 360 km per hour.
  • FIG. 7 is a diagram showing a relation between a depth ratio (L 1 /L 2 ) of a slit provided in each rib and the amount of passing air, which is obtained by a fluid analysis method.
  • FIG. 8 is a diagram showing evaluation results of brake disc deformation amounts obtained with use of the analysis by a finite element method.
  • FIG. 9 is a diagram showing an evaluation result of brake noise of the brake disc.
  • FIG. 10 is a diagram showing the brake disc for a railway vehicle disclosed in Patent Literature 3, in which FIG. 10A is a plan view of a quadrant portion, FIG. 10B is a sectional view of a semicircular portion, and FIG. 10C is a sectional development view taken from A-A in FIG. 10A .
  • a brake disc for a railway vehicle will be described below with reference to FIGS. 1 and 2 .
  • FIGS. 1 and 2 illustrate a principal portion of a brake disc 1 for a railway vehicle according to the present invention, the brake disc 1 being secured to a plate portion 2 a of wheel 2 with use of fixing bolts 3 a and fixing nuts 3 b .
  • the brake disc 1 includes a ring-shaped plate portion 1 a with a front side serving as a frictional surface.
  • a plurality of fins 1 b are radially disposed.
  • a pair of brake discs 1 are disposed so as to sandwich the plate portion 2 a of the wheel 2 , and the brake disc plate portions la are fixed to the wheel 2 by means of fixing bolts 3 a and nuts 3 b in a state that the tips of the fins 1 b are contacted with the plate portion 2 a of wheel 2 .
  • trapezoidal spaces are generated, which are defined by the back side of the plate portion 1 a of the brake disc 1 , plural fins 1 b disposed on this back side, and the plate portion 2 a of the wheel 2 .
  • trapezoidal ribs 1 c are projected and circumferentially disposed, one in each space, being between adjacent fins 1 b and defined by the back side of the plate portion 1 a of the brake disc 1 and the plate portion 2 a of the wheel 2 .
  • the ribs 1 c shown in FIGS. 1 and 2 are disposed at a radius-wise intermediate position of the brake disc 1 .
  • each rib 1 c there is provided a trapezoidal slit 1 d with a depth in a direction from a wheel side face of rib 1 c toward the back side of the brake disc plate portion 1 a .
  • Providing these slits 1 d makes it possible to suppress the deformation of the brake disc 1 caused by frictional heat.
  • an area of openings which are identified in the spaces generated between the plate portion 1 a , fins 1 b and ribs 1 c of the brake disc 1 and the plate portion 2 a of wheel 2 when seen from the inner periphery side of the brake disc 1 , namely, a total section area of the slits 1 d , each of which is open in a circumferential length-wise cross sectional view of the rib 1 c , in a view seen from A-A, as shown in FIGS. 1C and 2C , is not more than 7000 mm 2 .
  • the amount of passing air flowing along the back side of the brake disc 1 upon rotation of the wheel 2 at 2220 rpm determined from the diameter (860 mm) of the wheel 2 was evaluated by fluid analysis for each Example shown in Table 1 below, envisaging traveling at 360 km per hour. Further, a finite element analysis was performed on the condition equivalent to applying the emergency brakes three times during traveling at a speed of 360 km/h, and the amount of deformation of the brake disc 1 was evaluated.
  • the brake disc in concern is a forged steel disc for the Shinkansen, having an inside diameter of 444 mm, an outside diameter of 720 mm, and a length of 47.5 mm as being from the frictional surface to the wheel contacting portion.
  • the brake disc has twelve bolt fixing holes each center of which is on the circumference of a 580 mm diameter circle, and it is fixed with twelve bolts at circumferential positions spaced at equal intervals.
  • Example 1 Total opening Air flowing Warpage area (mm 2 ) L1/L2 amount ratio ratio Note Example 1 3000 0.2 0.15 1.14 FIG. 2 Example 2 3000 0.25 0.16 1.14 FIG. 2 Example 3 3000 0.4 0.15 1.14 FIG. 2 Example 4 3000 0.5 0.16 1.14 FIG. 2 Example 5 3000 1 0.14 1.06 FIG. 1 Example 6 4600 1 0.24 1.05 FIG. 1 Example 7 7000 1 0.36 1.05 FIG. 1 Comparative 20000 — 1.00 1.00 Rib example 1 free Comparative 3000 — 0.17 1.16 FIG. 9 example 2
  • FIG. 7 is a diagram showing the relation between a depth ratio of a slit formed in each rib ((depth L 1 of slit 1 d in a direction from the wheel-side face of rib 1 c toward the back side of the plate portion 1 a )/(height L 2 of rib 1 c from the wheel-side face thereof toward the back side of the plate portion 1 a )) and the amount of passing air, which is obtained by a fluid analysis method.
  • FIG. 8 is a diagram showing evaluation results of brake disc deformation amount obtained with use of the analysis by finite element method. From FIG. 8 it is recognized that Examples 1 to 5 each being the case having slits developed in the direction from the wheel-side face of rib toward the back side of the plate portion at intermediate portions of ribs, are smaller in brake disc deformation as compared with Comparative Example 2 even if while having ribs, the total opening area therein should be the same.
  • the amount of deformation of the brake disc is particularly small in Example 5 wherein the depth ratio (L 1 /L 2 ) of slits formed in ribs is 1, as compared with Examples 1 to 4 wherein the depth ratio (L 1 /L 2 ) is not more than 0.5. From this fact, it is noted that in the case of the present invention it is preferable to set the slit depth L 1 to be not less than half of the overall rib height L 2 . It is also recognized that it is preferable to set the slit depth L 1 to be 0.8 times or more as large as the overall rib height L 2 .
  • the brake disc deformation can be made small by forming, in an intermediate portion of each rib, a slit which develops from the wheel-side face of rib toward the back side of the plate portion.
  • the aerodynamic noise hardly changes at a total opening area of not more than 3000 mm 2 . Therefore, in the analyses of FIGS. 7 and 8 , the minimum of the section areas of slits was set mainly at 3000 mm 2 so that the rib shape was changed for evaluation.
  • the amount of brake disc deformation is kept lower than in Comparative Example 2 even with an increase of the total opening area. That is, it is noted that it is possible to keep the similar amount of deformation even if the total opening area is changed depending on a target amount of decrease of the aerodynamic noise.
  • the slit depth L 1 be set to 0.8 times or more as large as the overall rib height L 2 for suppressing a brake disc deformation caused by frictional heat as well as the brake noise.
  • the ribs 1 c are provided at the nearly radially middle position in the brake disc 1 .
  • the rib's radial position for installing does not exert any influence on the decrease of aerodynamic noise and the influence thereof on the amount of brake disc deformation is also small. Therefore, also in the present invention, the rib's radial position for installing may be set at an inner or outer periphery position rather than the radially middle position unlike the position shown in FIG. 1 or 2 .
  • each slit 1 d formed at a circumferentially intermediate position of each rib 1 c are parallel to respective sides of rib 1 c , they need not to be necessarily parallel.
  • the shape of each slit 1 d is not limited to the trapezoidal shape, but may be, for example, in the form of a rectangular.
  • the present invention is applicable not only to a brake disc for a railway vehicle but also to a brake disc for automobiles and motorcycles.
  • Reference Signs List 1 brake disc, 1a: plate portion, 1b: fin, 1c: rib, 1d: slit, 2: wheel, 2a: plate portion, 2b: rim portion, 2c: boss portion, 3a: fixing bolt, 3b: fixing nut

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  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
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US13/110,325 2008-12-19 2011-05-18 Brake disc for railway vehicle Active 2030-02-15 US8794398B2 (en)

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US14/268,155 US9169886B2 (en) 2008-12-19 2014-05-02 Brake disc for railway vehicle

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JP2008324195 2008-12-19
JP2008-324195 2008-12-19
PCT/JP2009/071032 WO2010071169A1 (ja) 2008-12-19 2009-12-17 鉄道車両用ブレーキディスク

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EP (1) EP2360386B2 (es)
JP (1) JP5158209B2 (es)
KR (1) KR101326926B1 (es)
CN (1) CN102245923B (es)
BR (1) BRPI0921368B1 (es)
ES (1) ES2433696T5 (es)
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US10000190B2 (en) * 2013-11-20 2018-06-19 Mitsubishi Heavy Industries, Ltd. Cooling device, and steering bogie and vehicle provided with same
CN109844349A (zh) * 2016-09-21 2019-06-04 克诺尔商用车制动系统有限公司 用于盘式制动器的制动盘以及盘式制动器
US11480223B2 (en) * 2018-04-03 2022-10-25 Nippon Steel Corporation Aerodynamic noise reduction member, railroad vehicle brake disk unit, railroad vehicle disk brake, railroad vehicle wheel, and railroad vehicle

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JP5775756B2 (ja) * 2011-06-30 2015-09-09 公益財団法人鉄道総合技術研究所 ブレーキディスク及び制動装置
JP5858806B2 (ja) * 2012-01-27 2016-02-10 新日鐵住金株式会社 ブレーキディスク付き鉄道車輪の組立て装置
JP5924413B2 (ja) * 2012-09-07 2016-05-25 新日鐵住金株式会社 鉄道車両用ブレーキディスク
CN103343496B (zh) 2013-07-10 2016-06-08 铁道第三勘察设计院集团有限公司 一种轨道吸振器
CN105829757B (zh) * 2013-12-20 2020-11-06 西门子交通奥地利有限责任公司 包括冷却元件的制动盘
US9371875B2 (en) * 2014-06-09 2016-06-21 Ford Global Technologies, Llc Ventilated brake rotors
CN106029397B (zh) * 2014-02-12 2017-12-12 新日铁住金株式会社 带制动盘的铁道车轮
JP6269687B2 (ja) * 2014-02-14 2018-01-31 新日鐵住金株式会社 ブレーキディスク付き鉄道車輪
JP6311554B2 (ja) * 2014-09-26 2018-04-18 新日鐵住金株式会社 ブレーキディスク付き鉄道車輪
US9574629B2 (en) * 2015-04-08 2017-02-21 Ford Global Technologies, Llc Brake rotors with inclined posts
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ES2775898T5 (es) * 2015-12-08 2024-04-22 Nippon Steel Corp Disco de freno para vehículo de vía férrea
WO2019189487A1 (ja) * 2018-03-30 2019-10-03 日本製鉄株式会社 ブレーキディスク
US20210396287A1 (en) * 2018-10-03 2021-12-23 Nippon Steel Corporation Attachment structure of brake disk for railway vehicle, and brake disk unit using same
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TWI392609B (zh) 2013-04-11
CN102245923A (zh) 2011-11-16
US20140238790A1 (en) 2014-08-28
ES2433696T5 (es) 2017-11-02
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TW201033055A (en) 2010-09-16
WO2010071169A1 (ja) 2010-06-24
BRPI0921368A2 (pt) 2018-03-20
JPWO2010071169A1 (ja) 2012-05-31
EP2360386A1 (en) 2011-08-24
ES2433696T3 (es) 2013-12-12
US20110214950A1 (en) 2011-09-08
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EP2360386B1 (en) 2013-09-04
CN102245923B (zh) 2015-05-13

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